Controlling apparatus for railway cars or trains.



NEY

L. V. LEWIS. coNRoLLmc APPARATUS Fon RAILWAY CARS on TRAINS. APPLICATIONFILED AUG, 7 I9I2. 1,167,334, Patented Jan. I, 1916.

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le III WITNESSES L. v\L LEWIS. CONTROLLING APPARATUS FOR RAILWAY CARS 0RTRAINS. APPLLCAIION FILED AUG. I' I9VI2.

1,167,334. Patented Jan. 4, 1916 3 SHEETS-SHEET 2.

INIVENTOH WITNESSES ze f I n d J4@ ATTORNEY L. V. LEWIS. CONTROLLINGAPPARATUS FOR RAILWAY CARS 0R TRAINS.

APPLICATION FILED AUG. 7, 1912.

Patented Jan. 4, 1916.

3 SHEETSSHEET 3.

INVENTOR Jgd ATTORNEY iran erases ra'rsrrr cerros.

LLOYD V. LEWIS, 0F EDGIWOGD BOROUGH, FENNSYLVANIA, .SSIGNOR TO THE UNIONSWITCH & SIGNAL CMPANY, OF SWISSVALE, PENNSYLVANIA, A CORPORATION OFPENNSYLVANIA.

CONTROIJLING APPARATUS FOR RAILWAY CAJS 0R TRAINS.

Specification of Letters Patent Application led August 7, 1912. vSerialN o, 713,838.

To all whom t may. concern Be it known that I, LLoro V. LEWIS, a citizenof the United States, residing at Edgewood borough, in the 'con-.ity ofAlle# ghe-ny and State of Pennsylvania, have invented certain new anduseful Improvements inv Controlling Apparatus for Railway Cars orTrains, of which the following is aspeciication.

My invention relates to apparatus for governing tho/speed of railwaycars or trains at points along the railway.

I will describe an apparatus embodying my invention and describe itsapplication to various situations, and will then point out the novelfeatures thereof in claims.

In the accompanying drawings, Figure 1 is a View showing one form ofapparatus carried by a car or train and embodying my invention, andshowing also a portion of one form of apparatus located along atrackwa-y and embodyin my invention. Figs. 2, 3, 4 and 5 are iagrammaticviews showing several forms of apparatus located along a trackway andembodying my invention.

Similar reference characters refer to sirnilar parts in each of theseveral views.

Referring particularly toA Fig. l of the drawings, which is partlydiagran'imatic in so far as it illustrates a car or vehicle travelingalong a, tracliway, and the relative arrangement ot the several partstherein illustrated, 1U designates a trip located adjacent,

the traclrway which is here shown as being constantly in trippingposition, although I do not wish to be limited to this particular arnrangement, or to the partcular form of trip shown. li designates adevice carried by a car and arranged thereon so that at times, it mayengage the trip to affect apparatus on the car raving to do withcontrolling the speed of the car. "lhe ap aratus on the car having to dowith the control of the speed` of the car is here shown as a valve l2,and the device 1l is here shown as arnx. The arm il is operativelyconnected with the valve 12 which valxo adapted to close and open a pipe36 connected with the train pipo 35. When the valve l2 is moved byreason of the arm 1l engaging-the trip 1G,

y art.

the pipe 36 .is opened to the atmosphere `and an automatic applicationof the brakes'is the result. This is Well. understood in the The-.arm l1and the valve 12 operated thereby, are suitably supported so that thearm l1 may be moved into 'and'out of its position in whichzit can beengagedby the trip 10;. for Which movement I provide a suitabieactuating mechanism. The opera-- tion of said mechanism is initiated atrack device, and vpreferably an interval of time elapses before thefull operation of Said mechanism to move the arm to its inoperativeposition.

As here shown the arm 11 and its valve 12 are suitably supported by alever 34, which is pivoted on the car or vehicle at some suitable point.The full line position in Fig. l indicates the operative position of thearm 11, and the dotted line posi-tion the inoperative position of thearm 11. The mechanism for moving the arm 11 from its operative to itsinoperative position may be any desired. As here shown, this actuatingmechanism as I shall hereinafter call it, comprises a cylinder 27, inwhich a piston 28 moves, the rod 28 of which is connected with a crank33 pivoted at 31. One end of the crank is connected by a link 34 withthe lever support 34a, while the other end of the crank is connectedwith a rod Surrounded by a coiled spring 32. One function of the spring32 is to act as a load Which, has to be overcome by the outward movementof the pist-on in Aits cylinder when the arm 11- is rate-need Jaa. 4, i91e.-

moved to its inoperative position. .An adjustable nut 32 is provided:for regulating the tension of the spring 32 and therefore the load tobe moved by the piston. Another function oi the spring 32 is to assistgravity in returning the arm 1l to its operative position. The pivotalpoint 3l and the connecting points of the link 8i are preferablyarranged in a straight. line when the arm l1 is in its operativeposition so that a lock is formed by the crank 33 and link 34 to holdthe arm il against accidental displacement.

The piston 28 of' the actuating mechanism is moved in its cylinder byair pressure from in 'WhiciI the pressure is maintained sub: Vitialiycraistant,n This resem voir may l supplied from any suitable sourcethrough a pipe The supply of air pressure trom reservoir to the cylinder27 and controlled by means ot ",tion of which is conn located aiongsidethe which, 1 vvill hereinafter term track device., The preferred form oftrack device is a ramp rail which engages a shoe ifi carried by the canThe ramp and shoe may forni part of a circuitto control i ctroinagnet 15Whici'i in turn controls ve 21, or the slice may be made to mechanicallycontrol the valve 21. In the electric 'form oi' control shown in thedrawing` when the shoe 14 engages the ramp rail i3, the followingcircuit is closed: from a. sonrce ot' current 1 9 through wire 2U, ramprail i3, Contact shoe 14, Wire 16, electromagnet 1,5, Wire 17, axle 18,wheel of car, a track rail, Wire 38 to source 19.

In order that an interval of time may elapse between the opening ofvalve 21 and the instant that the piston 27 moves outwardly to move thearm 11 to its inopera tive position, l provide means between thereservoir and the cylinder 28 which act to reduce the pressure from thesource and afteihvard let it build up behind the piston untiismliicientpressure is secured to cause the piston to move. These means may assumemany forms and for convenience l will hereinafter refer to them astiming means. As shown in Fig. 1 these means take the form of adiaphragm 25 provided with an orifice of small area, and a reservoir 26.As here shown, ivhen the electroemagnet 15 is denergized the reservoir2G is open to atmosphere through a port 37, and when the electro-.magnet15 is energized the port 37 is closed and the reservoir 26 is connectedwith the supply reservoir 22. It will be seen that by means of thisapparatus, when the electro-magnet 15 is energized a period of time willelapse before sufficient pressure reaches the piston 28 to overcome theload and move the trip arm l1 to its inoperative position. This periodof may be determined by making the reservoir 26 the proper capacity, andby making the orifice of the proper area.

In order to render the movement of the piston positive and quick whenthe pressure behind the piston builds up to the required point, Ipreferably provide the rear end o the piston with an annular lug 28a,which engages a seat 27 of leather or other suitable material. The areathus exposed to air pressure when the piston seated against t ie scat27p' is less than the area of the cylinder', so that-as soon as thepiston begins to move outiw rdly and the ing 25@ leaves the .seat 27athe area exposed to Vtime it reaches the curve.

pressure is suddenly increased to the full area of the cylinder and theremainder of the u'iovcinent positive and quick. also pr .eralilyprovide the outside end of the cviinder with a seat 27" of leather oroter suitable mate which is engaged by an ai'uiular extension 28h on thepiston when the piston reacl'ies the extreme outer end oi its stroke,thereby preventingleakage ot air past thegpiston and out at the open endoi' the cylinder.

It will be seen from the foregoing that as the car proceeds along therailway in the direction indicated by the arrow in Fig.

1, when the Contact shoe 14 engages the ramp rail 13 the electro-magnet15 is energiacd thereby connecting the cylinder 27 with the supplyreservoir 22, and it the speed ot the car is such that the arm 11 ismoved out of engaging position before it reaches the trip, 10, thevalve12 will not be opened, hence the brakes will not be applied. 1f,however, the speed of the car is such that the arm 11 is not moved outof engaging position before the tripv 1,() is reached, the valve 12 Willbe opened and the brakes will be applied. Itwill be Seen, therefore,that the permissive speed of the car past the trip 10 will depend uponthe distance at which the ramp rail 13 'terminates in the rear of thetrip 10.

A purpose of my invention primarily is to insure that the driver of thecar 0r train' obeys the signals or other indicating devices along thetrackvvay, also if they are not obeyed, to automatically bring thecar ortrain to a stop before entering the danger Zone. Obviously it thesignals or other devices are obeyed the apparatus should not be calledinto use.

in Fig. 2, I have shown a specific application of my invention, therailway track having a curve 39 over which the speed for safety shouldbe limited. speed signaling device, that is a device which conveys tothe driver information vas to the speed allowed on the curve. In thissituation the trip 10 is located at a point which will insure that thetrain will be traveling at the sate speed when it reaches the curve il?it is traveling at a greater speed when it passes trip l0. the trip 10is designated at such a value that. it' a caror train passes the trip atthis permissive speed it cannot be accelerated to a. speed higher thanthe safe speed by the Assume for the present example that thispermissive speed is miles per hour` The ramp vrail 13 terminates at suchdislance in the rear of the trip that if' the speed oi the car or trainwhen it reaches the ramp rail at or below 25 :tiles ner hour the arm ilwill be moved out o? engaging position before reaches trip l@ but thatit the speed at this 'point 21 designates a 'The permissive speed past`and extending in the` roar of this tri p allow n per holo: thi@ not boroma-ii ooi of engagz'ir tin ba willi iw applied. or train u. lilla' thotrip Ylli a i/ por boli;4 oi i i; 'iiiilioieiit period of t' will@.Aiapse nl'tumthe Contact alloc h izgagcf: ramp rail i?) bvt'orv thvafin li rwifzinr the trip lli to prrinit thisl aini il to more out oposition for engagement with the trip 10 and thi"v liralwh` willtlwrcforeiiot be applietl.- It', however, the speed of theI car or trainis greater than 25 miles per hour, a vbutficint period of time will not@lapso ul'tm' thu shoe 14 engages with tho ramp rail 13 to portait thearm 1i to oe move-,ii ont ol engaging position and iluAv aim willthcreioro t-ngjagv the trip lll :nal will opt-1i the valux 12J. thor-@hyapplying the brakes,

In Fig.; 2:5 haw shown aiioll'ior spi-cie application ol1 .myinifintion. lo, this naso it is appliwl to a railway7 oignaling systeinL l" is a ,i;;ni;i Igororiiing tin! .Li-prall of traliirlihroiihgli a blot-li f, :mil Eis a :signal gow-rn ing*T this spinal ol"traliit through a snrrrtiiiiig blorhY i', llaiih signal as hieribhow'nis; oi" the thi'rirporition type, ailaptml to iraliifato "stop""procitfilf prrparo to stop at next signaV; and "procurtl". lt ishowever unt'loratooil that when one ol" these aignals indicati-,e1"stop"7 a train attffr boing brought to a stop may proceed into th-gfiwxt block ai a low spoelt As here showin bloox i; i5 oooopiml by a caror train lV, so signal E indicatos stop", and signal l*` indicates"prooi-9d. preparo to stop at next Signal". For each signal I proviilo atrip 10. lach of illuso tripa` is profcrably locati-l at siii/h adistance in the rear of its sign-il that if the brakes aril applied To atrain passing they trip at nitaliliin aperti. tht` train will bc broughtto a stop at or in tht ri-ar oll thtl corruptvullingil kwiggnal.llxtoialing in thv roar 0l oai-,h ol thvsitrips is a ramp rail which isilividrtl into two inaiilatwl 'rctiona1 40 and 4-1. Thil suction il isinstantly voirnioteil with a source of ('nrrt'nt `lll. anil tvrminutes ashort tlihtancc in tinA roar ol` tintrip 10,tlii,\I tlitanoo boing' michas to prrniit the passage ot' a car past tho trip 14) at a lowspoed,li\'c1nilvs por hoor. wiihoiit boingy Stopped. (.lpvlatiiely('oniiwttii with rai'li signal is, a circuit controller 4l w biwlx..rhvn the signal indicato-l "pi'owuil" "girouuwl, prepare to stop atnrxt signal". room-t wi tion 40 also with tinl ksoiirov lil. lintwhit-li discutirlothis tortion from ihfi what! thv riginal iniliiatofi"nop", ila lo tion /ii tviininaivs ill :with illstanw in tl rear of thetrip ,lll as to pwrinit a rar or imm to pass thi? trip at tlif maximumwho?. ay milch` pt'. hoor, without boing miopia-ii. whoa tho Qition 4Uir; romani: ,l with @iw :nourish i9,

Located at a point (il iw anotiiir tri lll p lil i5 miles per hour "oi'fil into two insiiilatefl s00- Yi'luI point (i iis at :siirl'i llisol'.ngnal li that if tho ai il to a train paying iixzi i 1 pital. tho trainwill be o at or in lh@ irai' of signal fwfioiL li is i-on`tantlyoonnectrd, w iili a soort-,o ol' ifiirrrnt lil; tho Section 42 isconne-@tml with the soin-3o if) at Signal E whon signal ll iniliiatisproceed7 and prooeeil. preparil to stop at next Signal and isdisconiwctoil troni thiy marco when the sig-- nal F. inflifatrs "stop".Tinx Siction 43 terminattw at' sla-li ilistanrr in theI rear of the`trip l() a. to prrniit a war or train to pass this trip at: a inwlinin@pw-il Aauch as 25 milch4 per hair without bring' -toppmL anil thesection l2 lawininatvs ai lwiivh distance in the rear of the iiip lt! asto pi-iinitV a car or train to pas this trip ai, thvx maxiiniini speedsuch as 75 univa pmhoiir without being stopped. w hin this ra'w'tii'in iconnected with tho soarffo 19 at signal 1C.

Th(x opvration of thil apparatuS Shown in Fig. il as follows: 'hvnsignals lil and F aro both in "proccml" position, sections 40 and aroronnrctcil with the sources if) So that a :ar or train may pasa` theseSignals at .ithoiit heingg;L stopped. "hrn signal F; inilirateri btopunil ig'nal l" inflirati` proiiiih pri-parll to wip at nvxt signal whichare thcy indications shown, a car or train may pans signal l at 75 milespor hour without helingr rwtoppiil anil if this car or train slows downto 2.3 ini'los per hour or loss before reachingr point (i`r it may passthis point without boing; ,stopped and its speci] will than btsuch thatit can be brought to a l'nll stop bti'orie rvarhing Signal li. 1fhoworor th(l car or train doo4 not slow' down after panning ignai l"anil atoinpt, to pasepoint (i ata Awpilnl giiatvr than 2i milch perhour` its braking will br appliwl il); trip lll at point (i :intl itwill vommpibnlly lit' alito niaticall)v brought toa -top llrl'ororraohing signal ll.

ln lfig'. Yl l haw `\lio\\n anothvr Risooifif: appiimtiini ol' in rinwntion with another torni oll r:iil\\:|.\v lQgmiliilti sjhtvin. lnthis iyoalinr ivf-iii* il i-:ofli ignal A\` l). C anil l) vompriwr. twosi'inaphort arm" .7l nml L2. ".Ylwn tho :1ro `1, oro iii thil pontionsyhown at l) tho signal indi/calm "slop". tino to tho prwoni'v olI a oiror train W; whvn the `rms aro in tho positioiw liown at (l the ,fnalnnlii'atlL "proooml, proparo to stop ntxt .scribing Fig. 3. Extending inthe rear of each trip 10 is a sectional ramp rail here shown ascomprising three insulated sections 45, v16 and 47. Section 45 iSconstantly connected with a source of current 19 and terminates at suchdistance in the rear of the trip 10 as to permit a car o'r train to passthe trip -10 at low speed, such as for example 5 miles per hour, withoutbeing stopped. Section 46 is connected with and disconnected from thesource 19 by means oi' a circuit controller 49 operatively connectedwith semaphore arm 51 and section 47 is similarly connected with anddisconnected lfrom the source 19 by means of a circuit controller` 50operatively connected with semaphore arm'51 and also by means of acircuit controller 4S operatively connected with semaphore arm 52. Thesection 46 terminates at such distance in the rear of the trip 10 as topermit a car or train to pass the trip at medium speen, such as 25 milesper hour, without being stopped; and the section 47 terminates at suchdistance in the rear of the trip 10 as to permit a car or train to passthe trip at maximum speed such as 75 miles per hour without beingstopped.

The operation of the apparatus shown in Fig. 4 is as follows: When thesignals are in the positions shown, if a car or train moving in thedirection of the arrow approaches signal A at 75 miles per hour it maypass the trip 19 without being stopped for the reason that section 47 ofthe contact rail adjacent this trip is connected with source 19. The caror train may also pass signal B at 75 miles per hour for the reason thatsection 47 of the contact rail adjacent this signal is connected withsource 19.y Signal B however indicates to the driver of the car or trainthat he must reduce speed before reaching signal C; if the speed isreduced to 25 miles per'hour or less before reaching signal C the car ortrain may pass this signal without being stopped for the reason thatsection 46 of the contact rail adjacent this signal is connected withsource 19. lf however the speed of the car or train is greater than 25miles per hour at the signal C, it will be automatically stopped by theaction of the trip 10 for the reason that section 47 of the contact railadjacent this member is not connected with source 19. At signal Dneither section 46 nor 47 of the contact rail is connected with source19; hence if a car or train attempts to pass this signal at a speedgreater than 5 miles per hour it will be automatically stopped by theaction of the trip '10.

In Fig. 5 I have shown a specific application of my invention for anarrangement of signals adjacent an interlocking In this View signal Gcomprises three arms 53, 54 and 55 which when in the proceed positionindicate different permissive speeds past the signal. For example, whenarm 53 indicates proceed, the speed may be 75 miles per hour; lwhen arm54 indicates proceed, the speed may be Q5 miles per hour; when armindicates proceed the speed may be 10 miles per hour; and when all threearms are in stop position the signal indicates absolute stop. A trip 1()is located a short distance in the rear of the signal G and extending inthe rear of this trip is a ramp rail comprising three insulated sections56, 57 and 58, these three sections terminating respectively at suchdistances in the rear of the trip 10 that when connected with a source19 they will permit a car or train to pass the trip 10 at 75 miles perhour, 25 miles per hour andlO miles per hour, re spectively, withoutbeing stopped. These sections 56, 57 and 58 are connected with and* esdisconnected `from the source 19 by means of circuit controllers 60 to65, inclusive, which are operatively connected with the semaphore arms53, 54 and 55 as indicated in the drawing. H is a signal comprising twoarms 66 and 67 which signal is adapted to' indicate the speed at which acar or train may pass signal G, except that when the block between Grand H is occupied this signal indicates stop A short distance in therear ot' signal H is a trip 10 and extending in. the rear of trip 10 isa ramp rail comprising two sections 68 and 69 which secv tions terminaterespectively at such distances in the rear of trip 10 that when they areconnected with a source 19, a car or train may pass the signal H atrespectively a low speed or the maximum speed without being stopped. Ashere shown section 68 is constantly connected with source 19 so that acar or train may always pass this si nal 'at a low speed without beingstopped. ection 69 is connected with and disconnected from source 19 bymeans of two circuit controllers 70 and 71 which are operativelyconnected respectively with semaphore `arms 66 and 67. These circuitcontrollers are so arranged that section 69 is connected with source 19when the signal indicates proceed regardless of the particular proceedindication given by this signal. Located at a suit able point J in. therear of signal G is an other trip 10 in the rear of which extends a ramprail comprising two sections 72 and 73 which sections terminaterespectively at such distances in the rear of the trip that whenenergized they permit a car or train to pass the trip at respectively amedium speed and the maximum speed, such for example as Q5 miles perhour and 75 miles per hour. Section 72 is constantly connected with thesource 19 at point J so that a car or train mayalways pass this point ata medium speed. Section 73 is connected with source 19 atvsignal G bycircuit control the Speed of the cui' or l'riin time-controlled meanscarried by tlie, cnr or train for rendering the device inctl'ecti-.o tocooperate vvitli thc Said trip, it plurality of conductor sectionsextendingl along tlie trucliwny tlic several Section5; terminating :itditterent distances in tho rczir ot tlie sind trip, incnns forenergizing tilic several sections, n sccond ilevi carriod by tlie (wiror triiin :ind adapted to co-:ict vvitli the mid conductor sections',und means ciu-rind by tlic cui or train sind controlled by tlic sind.second device for Set ting the ti1nc-ciintrollcd ineiins into opcriition when tlic said second device fonct with :L conductor suctionvvliiis/li is energizod,

8. An zippzti'utnza for govcriiinn railway cars or traina comprising; :itrip located fidjacent the triiclivvziv` si device carried by zi. cin:or train and adapted to cooperate with the sind trip to coni rol iliecnr or train, timem controllcd niczins carried. livv the car or ti'innfor rendering tlic dcvicc ineil'ectivc to coperute with tlic trip7 :iconductor extending along the trzicluvziy :ind terminating aprodotcrinincd distance in tlxe rear ot' tlic trip, niezms forenergizing Suid conductor, ix, conn tact shoe carried by the cur ortrain and adapted to engage with tlic coinlnctor,y and anelcctro-rcgponsive device carried by tlie car or train :ind conncctcdwith tlic contact shoe and adapted ivlnn energized to Het the,timo-controlled nieiins into operation- 9. In combination, ar-ailwni'vt, :i trip lociited adjacent the trz'nliwiijy tilicreof, :idevice carried by ii cu i' sind adapted to cngiige. with the trip, iisonrco oit' ilnifl prosznri on tlm car, a inid prcssnre device on [liecin` tor moving' the, first-named device ont of position for engagementwith tlic trip7 unions for connecting sind source of liniil pr im withand tlisconnectingj it troni fiiiifi. tlniili pressure devicer` andintima intel-poort. lictvvecn the source und ilie iinnl prfifini-e dovico for requiring: :i nreilcterniinni ffiod of time Ylor intl i-ntprim-nrt 'to imi', lnid pressure dcviizc to mi '2 it to :n.)vsfirst-named device ont of engi-aging i 10. In combinzitiiiin, iirailway, :i trip located adjiiccnt the tiiicliwiiv thereof. ii devicecarried by u car und Adapted to n gage with the trip, ii elource otllniil pi i sure on tlic our; i1 fluid pressure dovicc on the car formoving the i'irst named device out of position. for engagement with thetrip, mcang for connccting Said source ot fluid pressnrn willi :initdisconnecting i'r.

'from said lliiifrl i'iresf-nre device, and movin interposed betweentlie win e and :lic tivi-tl pressure. devicel for refinii'ing :iprcdeteimined period of time for siillicicnt piessnre, to rencli sindil'iiid prcnsiire device to cruise it to move tlic iii'si,iiiiii:cddcvico ont of on gzxging poitionH :md nicnnfi li'iciitcd inline itthetraclway 'for cinnsinf tl" {irrt-fn .mi means to connect the scarce,with the, sind presnre device at a prede-termi:wi-d ilistiinci: beforethe ear reaches the, trip.,

1L ln combination, :i railway, si trip lo cated ini jacent thetrurkiviiy ille-reci', ii ciir traveling along the iiiilvvnv. iin, :irrncarried by the cufand ,normally in position for engiigcnicnt with thetrip.z ineilns on the mi" for moving tlic arm ont of mich engagingposition` sind means requiring :ii pz'eiieteimined period of time foroperation, unil means loi cated in tlic tringfluviiy tor Settling iidnica-ins;- into operation :it :i predctciiiiiiieil distance bcforc tlienrin reaches tlic trip.

12. ii specd control iippuzitnii for i'iiiL ways. comprising uplni'iilit.- of snrccsive blocks, Signals 'tor tile liloixlivi valli:iilzipted vi'licn its own 'olocltV iii oifienpieii to indifiite "Mop,proceed :it lov Speed" :ind muli iiiliipb ed :it otiicr tiniii; to im metlie speed :it wlin'li ille next succeeding 'signal may lie pin-seit :1,trip lnciitcil :ilongl' illul trui-inviti' :iiljziccnt igiicli signal,:i cnr traveling along; tlic railway, :i device on ilie :wir :nlniiteilto cng'ige tlie trip to control ilic speed oi' tic cui'. nieclninisin ontlio g1-.ir tor moving` tlie device, out of engaging poeition aziidinecliii nisni requiring :i iniiwi'letifrniinifil pifi'iod of iinicl'oi' opemtion, :intl mean inljzn'eiitmuli Signiil und controlled iniii-continua with the speed indicated lijf die Sigrid-l loi wijting tuid nieifliiinisni into tip-riunioni :it :i ili iiinre in tlic rein olitlie trii iiiil iii-ii1ii if iliiiienilM in.: on tile :speed inni i' lAA sig-eetl control wiivs` eonipi'iiinig o signal iid.: cate, iwtop undproiwl n pii iiilnpted to inilii'faite lnapt-wi iii-it nnn'ied riginaliniiv no pnfged, ,i trip lociitiiil on tlie tiwicliivui giilirifini',(ne i'irizt nznneil sig'fiiill :i ilmicn cfiiii'ii in.' :nliiiiliil toi'oiii'l' viitl'i t: ilie cai' to rnn mi', low when tlin @in .nliiiiliijztitcs i iiollril liv tlw vizil 'for ivi device. iii-ope; tlvwhen lla@ i "rocccfi, a acconti trip loi-iii iii ily tlm nin 'innnniiriiliii roar of tin,l lli-,nix niinieil. to (.oiict with tlic deviez@on i tin; wir to run :it 'ineilinin epi-eil pfnit mid second trip whentlic tirati-named signal in.- diciites stop, Suid devicey living'rendcied Vinoperative to fonct `with tlw second t the tirstinaniedsignal iniliif mi,

ll, ln con'ibinztion. n riiiln` iv i "alien procccil. tinck it veliiclcadapte-'l lo triiwl ti n low i) if) 26. In combination, a railwayvehicle, vehide-controlling means thereon, two devices spaced along thetrackway and defining e deinite space interval, one of said devices 5being controlled by tral'lic conditions, and means on the vehiclecooperating with said trackway devices and with seid vehiclecontrollingmeans for preventing operation of the vehicle-controlling means when thevehicle consumes more than a predetermined 10 time interval in passingover Said space nterval under dangerous trellis conditions.

In testimony whereof I ullix my Signature in presence of two Witnesses.

LLOYD V. LPHVIS. lVitnesses:

lV. L. MeDANnaL, A. L. VENClLL.

